Currently, in the railroad industry, the lack of electrical sources in freight cars is a problem that has yet to find practical solutions. Although the locomotive generates electricity to power the traction motors and all the equipment required to operate the train, the electrical power cannot, in a practical manner, be carried out along the length of the train, leaving freight cars unpowered. While this has not been a major issue in the past, there is a strong interest in equipping modern cars with a myriad of devices intended to improve safety, operational efficiency, or health monitoring, using devices such as GPS, active RFID tags, and accelerometers. The implementation of such devices, however, is hindered by the unavailability of electricity. Although ideas such as Timken's generator roller bearing or solar panels exist, the railroads have been slow in adopting them for different reasons, including cost, difficulty of implementation, or limited capabilities. The focus of this research is on the development of vibration-based electromechanical energy harvesting systems that would provide electrical power in a freight car. With size and shape similar to conventional shock absorbers, these devices are designed to be placed in parallel with the suspension elements, possibly inside the coil spring, thereby maximizing unutilized space. When the train is in motion, the suspension will accommodate the imperfections of the track, and its relative velocity is used as the input for the harvester, which converts the mechanical energy to useful electrical energy. Beyond developing energy harvesters for freight railcar primary suspensions, this study explores track wayside and miniature systems that can be deployed for applications other than railcars. The trackside systems can be used in places where electrical energy is not readily available, but where, however, there is a need for it. The miniature systems are useful for applications such as bicycle energy. Beyond the design and development of the harvesters, an extensive amount of laboratory testing was conducted to evaluate both the amount of electrical power that can be obtained and the reliability of the components when subjected to repeated vibration cycles. Laboratory tests, totaling more than two million cycles, proved that all the components of the harvester can satisfactorily survive the conditions to which they are subjected in the field. The test results also indicate that the harvesters are capable of generating up to 50 Watts at 22 Vrms, using a 10-Ohm resistor with sine wave inputs, and over 30 Watts at peak with replicated suspension displacements, making them suitable to directly power onboard instruments or to trickle charge a battery. / Ph. D.

Intermodal traffic has been steadily increasing on the nation's railroads since the mid 1950's. Intermodal flatcar activity is now second only to coal in terms of total car loadings throughout the industry. The intermodal segment of the nation's transportation system is expected to play an ever increasing role in the future. Intermodal managers faced with increasing demands on their systems, have expressed a need for methods to aid in the development of new management techniques, economic costing models, and management information systems. The computer simulation intermodal model that is presented in this paper is designed to aid managers with the analysis of their current terminal systems and to plan for future growth in intermodal activity. The intermodal terminal model employs discrete, next event, simulation techniques. The Q-GERT simulation language, developed by A. Allen B. Pritsker, provides the vehicle necessary to approximate the required activities and associated flow of transactions through the terminal system. Three specific types of containers and flatcars are provided for, in addition to provisions for over-the-road container pick up and delivery. Thus, the model is adaptable to complex terminal systems, including sea ports where highly specialized containers are commonly encountered with rail, truck and ship interfaces. It is possible to simulate terminal activities for any period of time required for a specific analysis. The model's simulation output can also be modified, with little difficulty, to provide estimates of specific variables of interest for a particular terminal. Provisions for the operating environment of a terminal are also included in the model. These include week-end work rules, switching rules, container consignee notification rules, types of handling equipment employed and the standard working hours for a terminal. The primary applications of the model are viewed to be in the areas of planning and analysis for intermodal terminal current operations and future design concepts. The graphical network orientation of the model, however, could provide managers with a communications tool to apprise upper level decision makers of new concepts. Current problems, with recommended solutions, could also be visually illustrated. / Ph. D.

Railroad tracks require consistent and periodic monitoring to ensure safety and reliability. Unmanned Aerial Vehicles (UAVs) have great potential because they are not constrained to the track, allowing trains to continue running while the UAV is inspecting. Also, they can be quickly deployed without human intervention. For these reasons, the first steps towards creating a track-monitoring UAV system have been completed. This thesis focuses on the design of algorithms to be deployed on a UAV for the purpose of monitoring the health of railroad tracks. Before designing the algorithms, the first steps were to design a rough physical structure of the final product. A small multirotor or fixed-wing UAV will be used with a gimbaled camera mounted on the belly. The camera will take images of the tracks while the onboard computer processes the images. The computer will locate the tracks in the image as well as perform defect detection on those tracks. Algorithms were implemented once a rough physical structure of the product was completed. These algorithms detect and follow rails through a video feed and detect defects in the rails. The rail following algorithm is based on a custom-designed masking technique that locates rails in images. A defect detection algorithm was also created. This algorithm detect defects by analyzing gradient data on the rail surface. / Master of Science

Rail vehicle dynamicists Frequently employ roller rigs to study the complex dynamic response of vehicles and trucks. This work presents the analytical and experimental investigation of a one-fifth scale model of a typical North American three-piece Freight truck running on a roller rig. The roller rig was built as part of this research For the Department of Mechanical Engineering at Virginia Polytechnic Institute and State University. Linear and nonlinear mathematical models were also developed to simulate the lateral dynamics of the truck running on the roller rig. The nonlinear model incorporates a lookup table For the wheel/rail geometric constraints, a heuristic creep force model to take into account creep force saturation, and it includes the effects of Coulomb friction in the truck bearings. The linear model predicts the truck's natural Frequency versus speed within 5% of the experimental values. lt also predicts the damping ratio decrease that occurs with increasing truck speed. The nonlinear model simulates the lateral instability known as hunting. The nonlinear model and the roller rig also exhibit small amplitude hunting, in which flange contact does not occur. The nonlinear model simulates the experimentally observed increase in oscillation Frequency that accompanies the onset of flange contact. / Master of Science

This paper presents a static three-dimensional finite element analysis and redesign of a railroad hopper car draftsill. The purpose of the work was to modify the current draftsill structure to minimize its weight without compromising its current capabilities and foundry production specifications. The intuitive optimization procedure used both linear and parabolic isoparametric solid finite element models to check for solution convergence. In order to intuitively optimize the models, a composite plotting program was developed to display only the highest stresses at each node from all loading cases. This allowed for an overall visualization of low stressed regions for potential weight reduction. An additional study investigated the possibility of tapering the front and rear draftlugs for a better stress distribution in the draftsill's structure under loading. It was determined that a tapered relief of 0.025 - 0.050 in.(0.0635 - 0.127 cm) from the center of the draftlug to its outer edge would more effectively distribute the stresses created, and also reduce the maximum stress levels generated by at least 20 percent. All loading and geometry specifications used in this research were based on data provided by the Norfolk Southern Corporation. If both the redesign and tapered relief are adopted, then the final redesign will produce a draftsill that is approximately 106 lb(471.5 N) or 9.6 percent lighter than its original weight with maximum stresses reduced by 20 percent. / Master of Science

I have always claimed that places are stronger than people, the fixed scene stronger than the transitory succession of events. This is the theoretical basis not of my Architecture, but of Architecture itself. / Master of Architecture

The purpose of this thesis is to examine the possibilities for the revitalization of an abandoned railroad station and to derive from the project significant issues and strategies which can be applied to any reuse project. / Master of Architecture

The accuracy of the results from a rail vehicle dynamic model is dependent on the realism of the track input to the model. An important part of the track input is the irregularities that exist on actual track. This study analyzes the irregularities inherent in railroad track geometry data, and provides an analytical method for creating track data with the irregularities for use as the input to a dynamic model. Track data, measured from various classes of track, was examined using statistical and frequency analysis techniques to identify any similarities in the characteristics of the irregularities. The results showed that each class of track had a distinctive value for the standard deviation of the alignment and profile data. It was also determined that the frequency content of all the tracks was contained within a common bandwidth. The track irregularities could then be generated with the same characteristics as an actual track. The method for creating the track irregularities was then programmed into TRAKVU. TRAKVU is a track preprocessor used in conjunction with NUCARS, a railcar dynamic modeling program¹. TRAKVU enables users to create track data and apply the appropriate irregularities so that the track will have the characteristics of the desired class of track. A validation was then performed to determine how well track created in TRAKVU simulated actual tracks. The statistical and frequency characteristics of created tracks were compared directly with actual tracks. Created track was also used as the input to a dynamic model. The predicted vehicle response was then compared to the actual vehicle response and the predicted vehicle response using measured track data as the input. The results from the validation showed that the created track performed as well as the measured track in providing the input to the model. Although the predicted response using the created track did not compare as well with the actual vehicle response, the differences could be attributed to inaccuracies in the model. ¹NUCARS and TRAKVU are copyrighted property of the Association of American Railroads. / Master of Science

In recent years, the lifetime of an insulated railroad joint in the field has decreased due to increasing wheel loads. The goal of this research is to investigate possible changes in insulated rail joint design in order to improve the performance of the insulated joint. The finite element program ABAQUS is used to model the supported butt joint. In this model, the rail, joint bars, epoxy, and ties surrounding the joint are modeled using solid elements. The remaining ties are modeled as an elastic foundation. The rail is subjected to a tensile load, as well as a vertical wheel load that is applied to the rail using Hertz contact theory. Parametric studies are performed by varying the tie width, joint bar length, and joint bar dimensions. Two different wheel load locations are also investigated: centered about the end post, and halfway between the tie under the end post and the tie just to the left of the end post. The vertical displacement of the rail and insulated joint is one measure used to determine the effect of the parameters on the insulated joint. However, since the most common cause of failure in insulated rail joints is the debonding of the epoxy, this research also focuses on the stresses present in the epoxy when the joint is subjected to a static wheel load. The two out-of-plane shear stresses as well as the normal peel stress are used to compare the various designs of the joint. / Master of Science

Master of Agribusiness / Department of Agricultural Economics / Michael W. Babcock / Today’s rail industry is the outcome of years of regulatory and technological change. Since the passage of the Staggers Rail Act of 1980 the industry has seen consolidation through mergers and acquisitions. The rail industry in Montana has a rich rail history that includes the completion of a northern east-west route over 100 years ago that provided a commerce route from the interior of the US heartland to the ocean ports in the Pacific Northwest. In those hundred years the rail traffic across Montana has seen dramatic change. In the past, those routes have provided access for Montana freight; today those routes primarily serve the needs of consumers and industries far beyond Montana. While the state’s economy is primarily agricultural, the largest user of rail transportation is the energy industry. This leaves the agriculture industry with a lower priority for access, providing a quandary for rail service for the grain industry in the state. In a state where more than eight national and regional rail carriers once operated, Montana is now only serviced by a small handful, one of which operates over 80% of the rail miles within its borders. Furthermore that carrier provides service through those regions that are almost strictly agricultural, needing the greatest access to the most cost effective means of transportation for the bulk movement of grain. The objectives of this thesis are to develop a model to measure railroad costs and competition; determine the principal cost determinants and measure intramodal competition by comparing the rates in a captive market (Montana) to one with more intramodal competition (Kansas).